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C Y p 176/2714 Col! H. c. STOLL & G. W.-GAY. INTERNAL COMBUSTION ENGINE.

- APPLICATION FILED AUG. I7, 1915. 1,193,629,-

. Patented Aug. 8, 1916. b 3 SHEETSSHEET I. L

H. C. STOLL Q G. W. GAY.

INTERNAL COMBUSTION ENGINE.

APPLICATIDN FILED AUG-l7, I9I5.

mad Aug. 8, 1916.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG-17.1915.

Patented Aug. 8, 1916.

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HENRY C. STOLL, OF NEW YORK, AN D GEQRGE W. GAY, OF ELMHUR ST, NER YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Aug. 8, 1916.

Application filed August 17, 1915. Serial No. 45,856.

0 all'u'hom it may concern 7 x Be it known that we, HENRY C. STOLL and GEORGE W. GAY, citizens of the United States of America, residing respectively, at New York and Elmhurst, New York, have invented a new and useful Internal-Combustion Engine, of which. the following is a' tion for the valves, and to reduce the speed of valve movement.

These objects we have accomplished by the employment of slide valves having ports to register with intake and exhaust ports in the cylinder of the engine and by operating these valves from the crank shaft at a speed ratio corresponding to one to four.- This valve action causes the valves to travel from a point where the ports therein are disposed at one side of the ports in the cylinder to a point where said ports. are disposed at the opposite side of the ports in the cylinder during one cycle of operation, and from a point at said last mentioned side of the cylinder ports on past said cylinder ports to the further side thereof during the next cycle of operation. This gives an easy relatively slow .valve movement with ample clearance, and permits of the attainment of much higher engine speeds than have heretofore been possible inengines of this general type.

The valves preferably work in direct engagement with the wall of the cylinder, and are preferably of sleeve construction. A special feature consists in making the valves in the form of interfitting sliding sleeve segments, oppositely disposed segments being connected at top and bottom so as to move as a unit, and the opposite segments both being ported so as to relieve the valves of unequal pressure.

Other nism employed, which feature, andv other tion proceeds.

features of the invention reside inthe novel form of valve actuating mecha-' In. the accompanying drawings we have illustrated different forms the invention may take, but we would have it understood that changes and modifications may be made without departing from the true spirit and scope of the invention.

In the drawings: Figure 1 is a vertical section-view of an engine constructed in accordance with and embodying the mvention,

certain parts being shown in elevation and broken away. Fig. 2 is a sectional view taken substantially at a right-angle to the plane of Fig. 1 approximately on the line 22 of Fig. 1. Fig. 3 is a horizontal sectional view of the cylinder and valves taken substantially on the plane of the line 33 of Fig. 1. Fig. l is a sectional view of the same, taken substantially on the plane of the line-H, Fig. 1. Fig- 5 is a verticalsec tional view of the valve; and valve housing taken substantiallyon the plane'of tln line 5-5, Fig. 1. Fig. 6 is a detached perspec-. tive view on a smaller'scale of the segmental exhaust valve. Fig. 7 is a s milar view of the segmental intake valve. Figs. 8,9 and 10 are diagrammatic views of different forms of valve gearing. Figs. 11 to 18 are diagrammatica'l representations showing he parts in successive positions.

In the illustrations, referring particularly to Fig. 1, 2O designates an engine cylinder,

and 2 1 a piston working therein and connected by a connecting rod 22 with the crank shaft 23. The cylinder is provided with intake and exhaust ports25 and 26 in the walls thereof. opening into the compression space at thehead end of the cylinder. In order tov equalize'the pressure, the said ports would preferably be arranged in pairs, one diametrically opposite the other, Thus in Fig. 1,

two diametrically opposite inlet ports are shown, and it will be understood that another exhaust port will be provided in the cylinder wall opposite the one shown in that figure.

28 designates the intake valve and 29 the exhaust valve. These valves, as more fully appears in Figs. 6 and 7 are, in the embodiment illustrated, in the form of oppositely disposed sleeve segments 28 and 29 united at their ends by rings or collars 28 and 29.", constructed and arranged to slide directly over the outside surface of the cylinder. In the particular construction illustrated, the

I four valve segments constitute, when assembled, a complete cylinder and the meetingedges of the segments are inter-fitted by zlg-zag or Z-shaped-joints 30 which brace the segments and prevent leakage. The semblage of these valves is accomplished by sliding the one valve endwise' into engage-- ment with the other valve. Thus, in the illustration, the exhaust valve (Fig. 6) would be slid down over the head of the intake valve shown in Fig. 7, the valve segments 29 of the exhaust valve being received in between the valve segments 23' of the intake valve, the connecting ring 29* on the lower end of the exhaust valve being reduced in between the segments 29 substantially as indicated, so as to slide over the segments 28 of the intake valve.

The intake valve is provided in the opposite segments thereof with intake ports 31 and similarly the exhaust valve is provided with exhaust ports 32. These ports in the valves are of a size and shape and are so positioned as to register with the corresponding ports in the cylinder wall.

The gearing for operating the two valves, in the first form of the invention illustrated,

comprises in each instance a. valve crank shaft 35 journaled in the crank case 36, connected by a rod 37 with a rod 38 secured to the valve and operated-from the engine crank shaft by four to one gearing in the form of a pinion 39 on the engine crank shaft, and a gear d0 of four times the number of teeth on the valve crank shaft 35. One'set of such valve gearing is shown in Fig. 2, and it'will be understood that a duplicate set of gearing for the other valve will be provided at the opposite end of the crank case. The connecting rods and cranks for both the valves are shown in Fig. 1, and

both the connecting rods are shown in Fig. 5. In theseviews the valve rod 38 is engaged with the lug 411 on the bottom ring of the exhaust valve 39, and'the valve od 38 for the intake valve engages with a similar lug tl on the bottom ring of the intake valve. The connecting rod for the intake valve is designated 37 and the crank for this valve is designated 35. These connecting rods are looped or otherwise constructed,

so as to work past the engme crank shaft and the intake valve crank,'as most clearly shown in Fig-1 set at an angle of approximately 415 behind the exhaust valve crank.

From the foregoing description it follows that the valve cranks will be rotated once to each four revolutions of the engine crank shaft. In Fig. 1, the piston is in the intermediate position of its compression stroke and both valves are closed. In Fig. 11 the piston is shown at the upward limit of its stroke in the firing position. In the interim of time between these two positions of the parts, the exhaust valve has started on its downward stroke, and the intake valve has almost reached the upward limit of its stroke. In Fig. 12 the piston is half-way down on its power stroke, the exhaust valve is being moved toward open position and'the intake valve has reached the upward limit of its stroke. In Fig. 13 the piston is at the is just commencing to open. In Fig. 16. the 4 piston is part-way down on its suction stroke, the ports in the exhaust valve have been carried down past the cylinder exhaust ports and the intake ports in the intake valve have been carried down. into register with the cylinder intake ports. In Fig. 17 the piston has reached the end of its suction stroke, the exhaust valve is still moving downward and the intake ports are closed. In Fig. 18 the piston has. again started upward on its compression stroke, the exhaust valve has moved downward to its extreme lower position, and the intake valve is still moving downward, both exhaust and intake ports being closed. The engine has in these views thus completed one entire cycle of operations, and the only valve movement necessary has been that to carry the valve ports from a position above the cylinder ports down past said cylinder ports to a position below the same. In the completion of the next cycle, it will be apparent that the valve will simply move to carry the ports therein from this position below the cylinder ports up past and beyond the cylinder ports. The valve'motion will thus be seen to be relatively slow and steady, reducing friction and vibration to a minimum and permitting of the attainment of very high engine speeds.

The valve rods have, as indicated at 45 in Fig. 1, a very substantial bearing and work straight up and down so that side thrust is reduced to a minimum. The oppositely disposed ports in the valves balance the pressure on the valve, and serve to further reduce friction and wearing of the parts.

iaeaeee 52 engaging, the head of the cylinder to thereby serve to secure the cylinder to the crank case. An oil reservoir 53 may be provided in the bottom portion of the valve hous'in for lubricating the valves and valve operating mechanisms. The valve housing is provided with, openings, as indicated at 25 *in 'Fig. 1, registering with the intake and exhaust ports in the cylinder.

Different methods may be employedfor cooling the engine. For instance, air cooling fins could be provided on the outside of the valve housing. The several intake or exhaust ports'in the cylinder may be connected by means of outside piping'or by coring suitable interconnecting passageways in the wall of the cylinder.

It will be understood that various other forms of gearing for operating the valves may. be employed, such for instance as in-' dicated in Figs. 8, 9 and 10.

In Figs. 8 and 9 av twin cylinder engine is illustrated diagrammatically, having a pinion 60 on the crank shaft thereof meshing with the gear 61 of four times the size which carries two crank pins62 and 63 connected by links 64:, 65 and rods 66, 67 with the valves of the respective cylinders. To prevent interference between the two crank pins and the parts operated thereby, the outer crank pin 63 may be mounted on an offset carried by the inner crank pin 62 as will be readily understood. This mechanism as in the first case illustrated would be duplicated at the opposite end ofthe crank shaft for operating the other valves of the two cylinders.

In Fig. 10 a convenient method of operating the valves of a multi-cylinder engine is illustrated. Here there is provided a valvecra nk shaft 70 connected by reduction gearing, such as the silent chain and sprocket connection 71 illustrated, with the crank shaft 72, the connecting rods 73 and valve rods 74 serving to transmit the motion of the valve cranks to the respective valves.

From the foregoing it will be seen that the engine of our invention is extremely simple and practical and that the valving mechanism gives great efficiency.

hat we claim is:

1. In an internal combustion engine, a cylinderhaving diametrically opposite intake ports and diametrically opposite exhaust ports in the side wall thereof, diametrically opposite intake valve segments engagin the diametrically tions of the cylinder wall in which the intake ports are formed, said intakevalve segments having ports therein to register with the intake ports and connected to-' gether so as to move in unlson, diametrically opposite exhaust-valve segments engaging the diametrically opposite portions of the cylinder wall in which the exhaust opposite por- 6 ing between the crank shaft and the connected valve segments.

2. In an internal combustion engine, the combination of a cylinder having ports in the cylindrical side wall thereof, a segmental valve construction comprising four valve segments in sliding engagement with the cylindrical side wall of the cylinder and in sliding edge to edge engagement with each other, opposite valve segments being connectedtogether to move in unison, a crank shaft, a piston in the cylinder con nected with said crank shaft and valve operating gearing between the crank shaft and the connected valve segments.

3. In an internal combustion engine, a cylinder having ports in the cylindrical side wall thereof, valve segments arranged in oppositely disposed pairs in sliding edge to edge engagement with each other and having a sliding engagement with the cylindrical side wall of the cylinder, opposite valve segments being connected together to cylinder between the intake valve segments and provided with ports to register with the" exhaust ports, rings connecting the upper and lower ends of said exhaust valve segments, a crank shaft, a piston in the cylinder connected with said crank shaft, and valve operating means operated by the crank shaft and connected with the lower rings of the valve segments.

5. In an internal combustion engine, a cylinder provided with intake and exhaust ports in the side wall thereof, diametrically opposite intake valve segments in sliding engagement with the cylinder wall and provided with ports to register with the intake ports in said wall, means connecting said valve segments to cause them to move as a unit, diametrically opposite exhaust valve segments between the intake valve segments I take ports, said segments being connected at the top and bottom by annular connecting means, an exhaust valve comprising oppositely disposed valve segments fitting both the intake valve segments and connected at their lower ends by a ring sliding over the intake valve segments, said exhaust valve segments having ports therein to register with the exhaust ports, a crank shaft, a piston in the cylinder connected with said crank shaft and valve operating gear be- 7 tween said piston and the respective valves.

7. In an internal combustion engine, a cylinder having diametrically opposite intake ports and diametrically opposite exhaust ports in the side wall thereof, an intake valve sliding over said cylinder and having diametrically opposite connected valve segments engaging over the diametrically opposite portions of the cylinder in which the inlet ports are located and provided with ports cooperating with said inlet ports, an exhaust valve slidingly engaged over the cylinder and having diametrically opposite connected valve segments engaging over the diametrically opposite portions of the cylinder wall in which the exhaust ports are located and having exhaust ports therein cooperating with said cylinder exhaust ports, a crank shaft, a piston in the cylinder operatively connected with said crank shaft and valve operating gearing between the .ports in the side wall thereof, an intake valve having diametrically opposite portions in sliding engagement with the diametrically opposite portions of the cylinder wall in which the intake ports are located and provided with portsto register with said cylin-' der intake ports, an exhaust valve having diametrically opposite portions in sliding engagement with the diametrically opposite portions of the cylinder wall in which the eX- haust ports are located and provided with ports to register with said cylinder exhaust ports, a crank shaft, a piston in the cylinder operatively connected with said crank shaft and valve operating gearing between the crank and the respective valves.

9. In an internal combustion engine, a cylinder having diametrically opposite intake ports and diametrically opposite exhaust ports in the side wall thereof, an intake valve having diametrically oppositeportions in sliding engagement with the diametrically opposite portions of the cylinder wall in which the intake portsare located and controlling said cylinder intake ports, an exhaust valve having diametrically opposite portions in sliding engagement with the diametrically opposite portions ofthe cylinder wall in which the exhaust ports are located and controlling said cylinder exhaust ports, a crank shaft, apistonin the cylinder operatively connected with said crank shaft and valve operating gearing between the crank and the respective valves.

HENRY o. STOLL. GEORGE W. GAY. 

